Railway-car



3 Sheets-Sheet 1. W. MARKY.

RAILWAY GAR.

(No Model.)

No. 360,033. Patented MaJr. 29, 1887.

.3 SheetsSheet 2.

(No Model.)

W. MARKY.

RAILWAY GAR.

No. 360,033. Patented Mar. 29, 1887.

Nv PETERS, Phamumo n mr. Washington. ELC

3 Sheets-Sheet 3.

W. MARKY.

RAILWAY GAR.

(No Model.)

Patented Mar. 29, 1887.

flaw/Ma @M 9] M Wax,

UNITED STATES PATENT Urrrcn.

VILLIAM MARKY, OF LANCASTER, NEW YORK.

RAILWAY-CAR.

SPECIFICATION forming part of Letters Patent No. 360,033, dated March29, 1887.

Application filed November 1, 1886. Serial No. 2.7.653. (No model.)

To all whom it may concern:

Be it known that I, WILLIAM hIARKY, a citizen of the United States,residing at Lancaster, in the county of Erie and State of New York, haveinvented certain new and useful Improvements in Cars and Oar-Trucks; andI do hereby declare the following to be a full, clear, and exactdescription of the invention, such as will enable others skilled in theart to which it appertains to make and use the same, reference being badto the accompanying drawings, and to letters or figures of referencemarked thereon, which form a part of this specification.

My invention relates more particularly to improvements in devices forconnecting cartrucks to the body of the car; and it consists in certainimproved arrangements and combinations of parts, all of which will bemore fully hereinafter described and claimed.

In the drawings, Figure l is a side elevation of a portion of a carcontaining my improvements. Fig. 2 is a bottom plan of a portion ofthecar with the trucks removed. Fig. 3is a vertical section through thecenter of the car. Figs. 4 and 5 are detached detail views. Figs. 6 and7 are views of the connections between the t-ruck and body of the car.Fig. 8 is avertical section taken through these connections when inposition together, and Figs. 9 and 10 show a modification of theconnections.

Referring to the drawings, a is the body of the car, and a is its underside, upon which are secured the two central longitudinal sills, b b,and the two side sills, b I).

c c are brace-plates, as clearly shown in Fig. 4, which are secured tothe central sills, b b, and between them by the wings c c, which aresecurely bolted upon the inside vertical walls of the sills. The mainportions of the brace-plates extend downwardly,and are provided with thecentral aperture, 0 adapted for the reception of the rod or extension dof the draw-head d. Upon this rod and on either side of the brace-plateare the spiral springs d for regulating the play of the draw-head.

Extending across the bottom of the car at either end are thebody-bolsters ee, which are securely bolted to the sills b b b I).

ff are stay-rods uniting the bolsters e c between the sills I). f f 'arestay-rods uniting the holsters e e to thebrace-plates c c, and f f aresimilar stay-rods unitingthe braceplates to the end sills of thecar-frame. In this manner the parts named are all securely fastenedtogether and braced to stand the strain to which they are subjected.

' The body-bolsters ee are constructed as follows, (see Fig. 6:) Theyconsistof two metallic platesthe upper flat plate, 0, and the lowerbowed plate, 0', with the block 0" centrallyinterposed. 0* is asocket-plate centrally secured to the under side of the plate 6 of thebody-bolster, such plate being provided with the slot e in the upperportiou,and having'upon its bottom face the circularsocket c. On eitherside of the socket-plate e are the side bearings, e 6 Thus far I havedescribed all of my improved construction connected with the body of thecar.

I will now proceed to describe the operative parts connected with thetruck, of which 9 g are the wheels, 9 the axle, and g g the axle boxes.

The truck-bolster h is secured between the transoms h h, from whichdepend the swing hangers h if, carrying the swing-plank h, between whichand the bolster h are interposed the springs h it. Upon the upper sideof the bolster 71.,(see Figs. 7 and 8,) at its center, is the metallicplate 70, upon which is bolted the pinplate 7t, having upon its underside the slot k", and upon its upper side the pin or lug k.

k k are side bearings on either side of the bolster h. The pin it" isadapted for engagement with the socket c upon the body-bolster e, andthey are secured loosely in engagement as follows: The plate Z is passedthrough the slot is" in the pin-plate k, and its ends Z Z are bent up atright angles and provided with the transverse slots Z". When thebolsters e and h are placed together, the pin it" being loosely engagedwith the socket e, the slots Z are in line with the slot 6 in thesocket-plate 6*, and through these slots Z Z and e is passed the flatlocking-pin m, having the head m. Its protruding end is provided withthe slots m of, adapted for the reception of the small locking-pins n n,which hold the locking-plates re movably in position. The plate Z, aswill be seen, rests loosely in the slot It, thus allowing thebody-bolster e to turn upon the truckbolsterh, giving it sufficient playto prevent straining of parts as the car is going around a curve. Theside bearings, e and 7.6 slide upon each other as the body-bolsters move.from side to side, keeping the car in a level position and preventingside strain of the pin k in the socket 6.

In Figs. 9 and 10 I have shown a modification in which the pin k is onthe body-bolster and the socket e in the t-ri1ck-bolster, it beingsimply a reversal of parts Without change of functions.

I clairn 1. The combination, with the bolsters ee, brace-plates c c, andsills b b, of thetie-rods 15 ff,ff, andf f substantially as shown, and

for the purposes stated.

2. The brace-plates c 0, secu red between the sills b b, in combinationwith the tie-rods ff andff ,for holding it in position, the braceplateshaving apertures adapted for the reception of rods (1 d, extending fromthe crossheads, substantially as shown and described.

- 3. The combination, with the body-bolster e, having the socket-platea, with the slot 0 ing the pin-plate k,wit11slot k and pin is, and

the slotted attachingplates Z Z P, loosely arranged within the slot is,and the locking-plate m m and locking-pins n n, all combined andoperating substantially as shown and described.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

WILLIAM MARKY.

Witnesses:

OTTO HODDICK, W. T. MILLER.

